Internal-combustion engine



Aug. 24 1926.

T. A. LOUGHLIN INTERNAL COMBUSTION ENGINE 5 Sheets-Sheet 1 Filed Jan.

"Aug. 24, 1926. 1,597,083

T. A. LO UGHLIN INTERNAL COMBUSTION ENGINE Filed Jan. 1922 3 Shae Aug. 24 1926, v i,597,083

' T. A. LOUGHLIN INTERNAL COMBUSTION ENGINE Filed Jan 19 .1922 3 Sheets-Sheet 5 Q'Sf Z6 12 es Patented Aug. 24, 192s.

PATENT oFFicE.

THOMAS A. LO'UGELIN, OF LA OROSSIE, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Application filed January 19, 1922. Serial No. 530,368.

This invention is an improvement in gasoline engines and relates particularly to gasoline engines of the l-cylinder opposed type, in which an explosion takes place in each cylinder on every half revolution of the shaft. The engine is preferably of the horizontal multiple tandem cylinder type and the cylinders are arranged in parallel pairs; the cylinders in each pair are arranged in axial alinement but diametrically opposite each other, and there are a plurality of such pairs of cylinders arranged side by side as shown in the drawings. By this arrangement, only one cross rod and one connecting rod need be used, thereby reducing the weight of the engine, lessening loss of power due to friction, and reducing the cost of construction.

The object of the invention is to provide a novel engine with the parts so arranged and constructed, that all the principal parts are readily accessible, the number of parts are reduced, the weight per horse-power lessened, the efficiency enhanced and the 25 economic value of the engine increased.

' I will explain one embodiment of the invention as illustrated in the accompanying drawings, to enable others familiar with the art to understand and utilize the same; and

I refer to the claims for summaries of the essentials of the invention and novel features of construction, and novel combinations of parts, for which protection is desired.

In said drawings: Fig. 1 is a side elevation of the engine. Fig. 2 is a top plan view of the same. Fig. 3 is a front end elevation of the engine.

I Fig. 4c is a detail plan view of the manifold.

Fig. 5 is an enlarged detail sectional view. on the line 55 Fig. 2.

As shown in Figs. 1 and 2 there are two parallel pairs of axially alin'ed cylinders A, which are preferably horizontally disposed. The pistons 1, in each pair of cylinders are connected to opposite ends of a common piston rod 2. Eachpistonrod 2 is connected intermediate the cylinders "to a singlet-ransversely disposedcross rod '15, as shown in Fig. 2. By this arran'ge1ne11t the four pistons'l are'ba'lanced onthe common cross-rod 15, the cylinders of each pair, on the same side of the cross-rod firing in unison for one position of the crank, and the cylinders of each pair on the other side of the cross-rod 15, firing in unison when the crank is at the diametrically opposite position The cross-rod is pivotally connected at v its mid-point to one end of a single connecting rod 28, the other end of rod 28 being connected to the approximatem'id point of crank shaft 5 by the usual crank-head, said connection forming no invention.

The crank shaft 5 is housed in bearings 30, bolted to the crank casing 19, and at either end of shaft 5, exterior to the crank casing 19 are keyedthe fly wheels 29. Crank case 19, a casting made up of two halves bolted together through their opposed peripheral flanges by means of bolts 12, is formed to fit around the crank shaft 5 and part of the present protect the crank-head in its orbital movement. Crank case 19 is also bolted to the hereinafter mentioned front cylinder head 4, and is detachable therefrom. To provide for ready access to the crank head a hand-hole plate 18 is removably bolted to the crank case 19 by bolts 11, -(see Fig. 3).

The crank case 19, bolted to the front cylinder head 4: as above mentioned, not only forms a protection for the cranlchead, but also forms a foundation for the crank shaft bearings 30, and have projecting lugs 22 at either side'of its lower part, which may be apertured to engage the holding down bolts (not shown).

The cylinder heads 4 and 1 are detach ably bolted to the front and rear end respectively of the cylinder casing A and are provided with suitable inlet and outlet ducts (not shown) leading to and from the intake and exhaust valves 21 hereinafter referred to and shown in Figsjl and 2. To the front cylinder head 4: adjacent the crank shaft 5 is bolted the crank casing 19 as above mentioned, and to the under side of the cylinder heads 4, and 4 is bolted the manifold 24.

The manifold2 1 (see'Fig. 1) is provided with an'inlet for the products of combustion communicating with an interior pipe or-passage 2% the outer ends of which are connected with the ducts int-he cylinder heads 4 and 49 leading-to the inlet valves of the cylinders A. p

The passage 24F is encloselin a-jacket 24 which isprovided with transits 24s ateachend which communicate with the ducts in the cylinder heads and 1* leading from the exhaust ports of the cylinders. All the products of combustion escape from the several cylinders into the jacket 2% and heat the gases supplied to the inner passage 2 the exhaust gases eventually escaping from the jacket 24 through exhaust pipe 2 1 As shown in Figs. 1 and 2, piston rods 2 have at their midpoints blocks 2 formed integral therewith, said blocks 2 running in the cylinder bores A, not only prevent vertical deflection of the piston-rods 2, but also serve as guides for the ends of the cross-- rod which are bolted therethrough (see F ig.v 1). These blocks 2 are preferably formed parti-cylindric and slidably fit the bores of the engine cylinders A, with their axes horizontally alined with the axes of the piston rods 2.

As shown in Figs. 1 and 2, transversely disposed to the cylinders A, and located at approximately the mid-point of, and above the cylinders A, is a cam shaft 32, housed in suitable bearings 14 in the cam shaft casing 27, and in bearings 4:5 in casing 1 1, hereinafter mentioned (see Fig. 2). Cam shaft 32 is driven by gear 13 keyed to one end thereof, said gear 13 meshing with gear 11, keyed to one end of shaft 9. The pair of gears 13 and 11 are suitably housed in a casing 1 1 bolted to the cam shaft casing 27, said casing 14f likewise not only forming a support for the upper rear end of shaft 9, but is provided with bearings 15 therein to receive the end of cam shaft 32. On the other end of shaft 9 is a worm 7 meshing with gear 6 of shaft 5, said gears being housed in casing 8, which is bolted to the crank shaft bearing (see Fig. 3), said casing also serving to support the front and lower end of shaft 9.

Thus it will be seen that cam shaft 32 is positively driven by, and mechanically connected to crank shaft 5, thus insuring that the cam shaft 32 will always bear the proper angular relation to the crank shaft 5.

Suitably located in casing 8 on the axis of shaft 9 is an adjusting screw C for the purpose of taking up the play in said shaft 9. As shown in Fig. 5 the lower end of the shaft 9 and the adjacent end of screw C are spherically cupped to receive a ball bearing 37 which prevents longitudinal movement of the shaft 9. By tightening up the screw C shaft 9 is pushed backward'until the collar 12 on shaft 9 comes in contact with the shoulder 38 of casing 1 1, limiting the backward movement of shaft 9.

On cam shaft 32 are secured in any suitable manner, the cams 34 which operate the valvepush-rods 16. The inner ends of rods 16 operate in the same horizontal plane with cam shaft 32. Rods 16 are slidably 1,597,0ss I mounted in the casings 25 (see Figs. 1 and 2) which are bolted to the cam casing 27 by means of the straddling yokes 26, as shown in Figs. 2 and 3.

On the ends of the pushrods 16, within the casing 25, contacting with the cams 34-, are mounted the rollers 35 which roll on the cams 3 1, and impart motion to the rods 16. The outer ends of pushrods 16, as shown in Fig. 1, are supported by, and pivotally attached to rocker arms 10, and moreover are provided with adjusting screws 17 for taking up whatever play may develop in the valve link. Rocker arms 10, operating in a vertically disposed plane are pivotally mounted on brackets L0, bolted to the cylinder heads 4, as shown in Fig. 1, the lower ends of rocker arms 10 contacting with the stems of valves 21. Valve stems 21 are provided with collars 39 securely fastened thereto in any desired manner and between these'collars 39 and the cylinder heads 4-, encircling the valve stems 21. are helical expansive springs 36, exerting force tending to keep the valves 21 closed, against the action of the push rods 16, and insuring that at all times the cam rollers 35 on rods 16 are held into contact with the cams3 l. The intake and exhaust valves bot-h operate in the above mentioned manner, at their respective periods.

Mounted on cam shaft 32 at the opposite end from the gear 13 is a mechanical timer 33 of the usual construction, housed in a box bolted to the cam case 27, which timer 33 controls the firing of the spark plugs 41, being electrically connected thereto, but forming nopart of this invention. The timer 33 being thus fixed on the valve cam shaft 32, insures the proper firing of the spark plugs 41 with respect to their respective valves.

In order to permit ready access to the connection of the connecting rod'28- to the cross head 15, a hand-hole cover 12 is secured to the cylinder casing A in the location shown in Fig. 2 by means of bolts 13.

It will be seen from the foregoing descrip tion and drawings that the pairs of cylinders may be readily formed in one casting and suitably cored to provide water cooling jackets as indicated at W in Fig. 2; or each pair of cylinders may be formed in one casting, and the castings bolted together by meeting flanges, as indicated at A Fig. 2. The cylinder heads 1 and 4 may be separately cast and suitably bolted to the ends of the cylinder castings, as indicated in the drawings. The crank casing 19 may be separately castand boltedto the cylinder heads 4 as above stated and also to the cylinder castings by bolts A as indicated in Fig. 2. 7

As shown-in Fig. 2, a plate 46 is bolted on each side of the engine closing the opening A which goes throughthe cylinders A (see F 1) to make -the--engine cylinders oil and dust proof' In" tightening up the nuts of the ends of cross-rod 15 it is necessary to remove the plates. 46.

The cam shaft 32 is driven in exact uni- 'son with the crankshaft by the described gearing; and the timer being mounted on this shaft 32 the ignition circuits are closed for each cylinderin exact and proper times. The shaft 32 carries a set of cams 3%, one for each outlet and inlet valve rod 16; and th cams being properly formed or seton the shaft 32 there is no possibility of the various valves getting out of time relative to each other. 'lheadjusting devices 17 on the rods 16 enable the extent of movement of the valves by the rods to be easily controlled.

The electrical connections are not shown as'they will be readily understood, and form no part of the-present inventionas claimed herein.

I consider it essential in the invention to have at least two pairs ofaxially alined cylinders, as shown'in the drawings. Additional pairs'of cylinders maybe readily added thereto parallel'with the others if it is desired to increase th power of the engine. The power of the engine can be read ily varied by varying the diameter of the bores of cylinders and the corresponding diameters of the pistons; also by varying the length of stroke of the pistons, and the length of th crank on the shaft 5.

Operation.

In operation, the gases from the carbureter are brought into the intake pipe of the manifold 24, where the gases divide, half going to the front cylinder head a, and half going to the rear cylinder head e, from whence they are admitted to their respective cylinders subject to the action of the valves 21. ple tandem type, when, say, the front pistons in each pair of cylinders have reached their extreme forward position in the cylinders, gas is admitted simultaneously to these two cylinders and ignited by the spark plugs, causing an explosion, driving the said pistons backward until the two rear pistons have reached their extreme rearward position, when the same operation is repeated in the two rear cylinders. The above reciprocatory motion thus imparted to the cross-rod 15, drives the crank shaft 5 by the connecting rod 28. Crank shaft 5 in turn drives the cam shaft 82 by means.

of shaft 9 with gears thereon, said cam shaft 32 operating simultaneously the intake and exhaust valves at their respective periods by means of push rods 16; and also operating the mechanical timer 33, thereby insuring that the gas will be automatically admitted to, ignited, and exhausted from,

The engine being of the multieach respective cylinder at its proper angular relation to the crank shaft 5.

What I claim is:

1. For an explosive engine having a,

crank shaft; a camshaft; an inclined connter shaft geared to said crank shaft and to the cam shaft, housings supporting and encasing the ends of said counter shaft; a collar on said counter shaft adjacent the upper end thereof and engaging the adjacent ings supporting and encasing the ends of said counter shaft; a collar on said counter shaft adjacent the upper end thereof and engaging the adjacent housing; an adjustable screw in the housing at the lower end of the counter shaft, said screw being disposed opposite the end of said counter shaft; and a ball interposed between the screw and the end of the counter shaft.

3. For a horizontal GXPlOSlVB engine having a crank shaft; a cam shaft mounted on top of the engine parallel with said crank shaft; an inclined counter shaft having its upper end geared to said cam shaft; aworm gear on the lower end of said counter shaft meshing with a gear on the crank shaft; housings supporting and encasing the ends of said counter shaft; a collar on said counter shaft adjacent the upper end thereof and engaging the adjacent housing; an adjustable screw in the housing at the lower end of the counter shaft said screw being disposed opposite the end of said counter shaft; and a ball interposed between the screw and the end of the counter shaft.

4c. In an explosive engine having a plurality ofopposed cylinders; a crank shaft; a cam shaft parallel with the said crank shaft; inlet and outlet valves for each cylinder; devices actuatedby said cam shaft foropeir ing and closing the said valves; an inclined counter shaft having its upper end geared to the cam shaft; worm gearing between the lower end of the counter shaft and the crank shaft, housings supporting and encasing the ends of said counter shaft; a collar on the counter shaft adjacent the upper end and engaging the adjacent housing; and means for taking up the longitudinal play of the counter shaft, said means comprising a bearing screw in the housing opposite the lower end of said counter shaft; and a ball bearing interposed between the screw and the end of said counter shaft.

5. In an explosive engine having a plurality of opposed cylinders; a crank shaft;

a cam shaft parallel with said crank shaft and above the cylinders; inlet and outlet valve mechanisms at the outer ends of said cylinders; valve actuating rods for said valve mechanisms extending to the cam shaft; cams on said cam shaft engaging said valve rods; and means for driving the cam shaft positively from the crank shaft; said means comprising an inclined counter shaft geared to said crank shaft and the cam shaft, housings supporting the ends of said counter shaft; a collar adjacent the upper end of said counter shaft and engaging the adjacent housing; a screw in the housing at the lower end of the counter shaft, said screw being disposed opposite the end of said shaft, and a ball interposed between the screw and the end of the counter shaft.

6. In an explosive engine having a plu rality of opposed axially aligned cylinders; cylinder heads detachably attached to the outer en is of said cylinders and provided with inlet and outlet valve seats and with inlet and exhaust fuel passages leading from said valve seats to the bases of said cylinder heads; a crank shaft; a cam shaft parallel with the said crank shaft; inlet and outlet valve mechanism in said cylinder heads; actuating rods for said valve mechanisms extending to the cam shaft; an inclined counter shaft and gearing for driving the cam shaft positively from the crank shaft; housings for supporting the ends of said counter shaft; a collar adjacent the upper end of said counter shaft and engaging the adjacent housing; a screw in the housing at the lower end of the counter shaft said screw being disposed opposite the end of said shaft, and a ball interposed between the screw and the end of the counter shaft.

7. In an explosive engine having a plurality of opposed axially aligned cylinders; cylinder heads at the outer ends of said cylinders provided with inlet and outletvalve seats and with inlet and exhaust fuel passages leading from said valve seats to the bases of said cylinder heads; and a manifold beneath the said cylinders having inlet and exhaust passages registering with the inlet and exhaust passage in said cylinder heads, the inlet passages in the manifold being disposed within the exhaust passages, for the purpose specified.

In testimony that I claim the foregoing as my own, I afiix my signature.

THOMAS A. LOUGHLIN. 

